Triple valve.



'WITNESSES J. R. SNYDER.

TRIPLE VALVE. APPLIQATION FILED 061228. 1912. 1,164,025. Patented Dec.14, 1915.

3 SHEETS'SHEET 1.

FIG.13 FIG. 14 FIG. 15

swmgwza W W INVENTOR COLUMBIA PLANDURAPH co.. WASHlNOTON,-D- c.

J. R. SNYDER.

TRIPLE VALVE. APPLICATION FILED OCT. 28. 1912.

ENVENTOR WITNESSES J. R. SNYDER.

TRIPLE VALVE. APPLICATION FILED 0CT.28. 1912.

INVENTOR WITNESSES MW f i COLUMBIA PLANDIJRAPH c0.. WASHINGTON. n. c.

preteen earns are rarer-i.

JACOB RUSH SNYDER, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO PERCY E.

V DONNER, QF PITTSBURGH, PENNSYLVANIA.

TRIPLE VALVE.

rieeoas.

Specification of Letters Patent.

Patented Dec. 1%, 1915.

To all whom it may concern Be it known that I, JACOB RUSH SNY ER, a resident of Pittsburgh, in the county of Allegheny and State of Pennsylvania, have invented arrow and useful Improvement in Triple Valves, of which the following is a specification.

This invention relates to triple valves for air brake systems, and more particularly for freightcar service. I

The principal object of the invention is to provide triple valve mechanism whereby after full service application of the brakes, such as produced by equalization between the auxiliary reservoir, train .pipe and the usual brake cylinder, additional braking power can be secured so as to hold the car when loaded on steep grades without the use of hand brakes. To this end, the triple valve mechanism is so arranged that after full service application, by further reduction of train pipe pressure fluid pressure can be graduated into a supplementary or emergency brake cylinder at the will of the engineer and to any desired degree practically to complete depletion of train pipe pressure, but without destroying the other functions of triple valve mechanism or disturbing the braking effect of the other triple valves in the train. As a consequence, the braking power can be so proportioned that the ordinary full service application provides suflicient power to hold the car when empty, and by means of the additional or high pressure application, the braking power can be increased so as to hold the car when loaded on steep grades.

Further objects of the invention are to provide a triple valve having all of the usual functions of triple valves and in ad ditionso arranged as to produce a quick release of the brakes throughout the train, a quick serial action of the brakes throughout the train in service application as well as in emergency application, and, further, so arranged as to supply the service brake cylinder with pressure in proportion to train pipe reduction and irrespective of variations in piston travel, and to maintain said brake cylinder pressure against leakage in service applications; and which performs these various functions by a much simpler and less complicated construction than prior valves capable of effecting only a part of these results. and functions.

The invention comprises the construction and arrangement of 'a-triple valve hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a longitudinal vertical section through a triple valve embodying the invention when in full; release and running position, taken on the line 1-1, Fig. 6; Fig. 2 is a longitudina-l horizontal section through the valve taken on the line 2 2, Fig. 1, and showing the connections to the auxiliary reservoir, supplementary reservoir and application chamber; Fig. 3 is a vertical transverse section on the line 33, Figs 1 and 2; Fig. 4 is a similar viewon the line ll, Fig. 2; Fig. 5 is a plan view of the main slide valve seat on an enlarged scale; Figs. 6. 7, 8. 9,10,11 and 12 are. diagrammatic views showing the main valve seat-in plan and the main slide valves in horizontal section on the line 66, Fig. 1, and showing different positions of the valve,

Fig. 6 showing the same in full and quick release and running position, Fig. 7 in quick service or quick serial application position, Fig. 8 in full service position, Fig. 9 in service lap position, Fig. 10 in high pressure application position, Fig. 11 in high pressure lap position, and Fig.12 in emergency application position; and Figs. 13, 14 and '15 are diagrammatic views of the supplementary valve seat in plan and the supplementary slide valve in horizontal section on the line 1313, Fig. 4, and showing the different positions of this valve, Fig. 13 showing the same in release position, Fig. 14 in serviceand release lap position, and Fig. 15 in service and pressure maintenance position.

Thevalve in its general form, construction and arrangement follows the standard type of Vestinghouse and similar valves. It comprises a main body or casing portion 1 provided at one end with a flat face 2 for the usual connection to the auxiliary reservoir and brake cylinder, when desired, and

"ated' from the main piston 5.

wall of chamber 4:, which feed groove is open when the main piston is in full release po sition. V V r The train pipe connected to the passage llwhich extends through the casing and communicates with the chamber 12 in the head or cap 3, from which chamber commupiston chamber 4:

chamber or bore '7 provides a seat 15 for the main slide valves 16 and 17 which are actu- This valve seat is provided with the ports and passages shown in F 5; to-wit; an exhaust port 18 which communicates with a transverse passage 19 leading out to the atmosphere; a large port 20 near one GDClgOf the valve seat whichcommunicates with the passage 21 having av valve-controlled connection 'with' the chamber 12, and, therefore, being a train pipe'port; another port 22 located near the opposite end of the valve seat and havmg 'connnunication through the passage 23 formed in the valve casmg with the train 3136 ort 20 therefore constitutin an aux- 'iliarytrain pipe port; a port 25 located transversely in line with train pipe port 20 and communicating with a chamber 26 in the casing from which a passage;2 7 leads by'iway ofpipe 27 to the emergency brake cylinder 29,7said passage being controlled by a spring actuated check valve 28 seating away from the emergency brake cylinder; a

smaller port 30 communicating with passage 31 which unites with the passage 27 and ex tends out through the s de of the casing -where it is connected to the emergency brake cylinder; a large port 32 extending substantially entirely across the valve seat and communicating with passage 3-3 in the casing and extending out through the end thereof and having a connection 34: to the supple.- mentary reservoir 35; a smallport 37 which communicates with atransverse-passage 38 leading to the longitudinal passage 39 in the outer face of the bushing and extending longitudinally through the casing and having a connection 10 with the application chamber 41; a small port 44 adjacent the outer endof-the valve seat and having a connectionthrough passage 45 with the train pipe passage 11; a small port 46 transversely in line with port "4-4: and connected through groove 47 in the outer face of bushing 14:

with a small port as at the opposite end of the valve seat; a small port 49 transversely in line with port 48 and having connection through passage 50 with a longitudinalpas;

sage 51 from which a pipe 52 leads to the service bralrepylinder 5351a; port 54 adjacent to and longitudinally in line with emergency brake cylinder port 30 and connected by anunderneath passage 55 witha port 56 longitudinally in line with andadacent to exhaustport 18; and a port 57 transversely in line with port 54 and connected by underneath passage 58-with a port I 59 longitudinally in linewith and adjacent the application chamber port-37. 7

The valvel? is heldbetween an end annular collar 61 and an intermediate-annular collar 62 onthe main piston stench and fills thesgace betweensaid collars so that it moves at all times with the main piston. The valve 16 is held between the intermediate annular collar 62 and an annular shoulder 63, but does not fill the space between said collar and shouldervso that thelmain piston and valve 1 7 have movement. independentof the vvalve 16. These valves are held to the seat by the usual springs 64. V

The valvel? is of substantially rectangular form, having one corneri cut away, as at 66, and is provided in its lower face with a number of recesses to-wit'; a relatively small recess 67 near its outer end; a large. recess 68 near its middle, which recess 68 extends nearly across the valve and is provided with a longitudinal extension 69; a small transverse recess 70 near its outer end,:and a cavity 71 extending inwardly'from one edge thereof. It is also provided with a. small hole.72 extending through saidivalve and may itdesired be provided withanother hole 73 near its inner end, the latter being shown in dotted lines. I K 4 or he valve 16 is of rectangular form and is aprovidedwith the tollowingcavities or rec'essesin its' bottom face,--to-wit; a small transverse cavity 75 near its outer end; a

large L-shaped cavity 76 located near its central portion and having its longer leg extending transversely of the valve and its shorter legv extending longitudinally thereof; a large longitudinal cavity 8 on one side of the longitudinal center and provided with a transverse extension 79; and a smaller cavity SOVnea'r the inner end of said valve. 7 r i 7 On one side of the main casing is provided the casing 82 t'or a. supplementary V valve mechanism. In thiscaslng 1s a chamcommunication through passage 96 with chamber 83. Said chamber 83 outside of the piston 84: has communication through passage 93 with a groove 91 formed in the upper outer face of bushing 14 and extending around the same and communicating with passa e 39'leadin to the application chamber 11, and which passage is constantly open so that the pressure in chamber 83 on the outer face of the supplementary piston '84 is always the same as in the application chamber 11. The chamber 95 on the inner face'of the supplementary piston 8i has the service brake cylinder passage 51 so that the pressure on the inner face of piston Si is always equal to the pressure in the service brake cylinder. The slide valve 87 is held to the seat 88 by means of spring 07, and said valve works in a chamber 9:) which is in direct connection with the supplementary reservoir passage 33, and this connection is always open so that supplementary reser voir pressure acts constantly on top of slide valve 87. The valve seat 88 is provided with a small port 100 which communicates with the transverse passage 101 leading to the atmosphere and, therefore, forming an exhaust, and with a large opening or port 102 communicating with the service brake cylinder passage 96 and through which the arm or projection which actuates slide valve 87 extends. The slide valve 87 is provided on its lower face with a transversely arranged cavity 103. v l

The movement of the main piston 5 under train pipe reduction is controlled by a grad uating stem 105 which is normally held 1nwardly by the graduating spring 100 1nterposed between the outer end of said stem and the outer portion of the head or cap 3.

The graduating stem 105 is slidable through a member 107, in which is an annular passage 108 forming a communication between the chamber 12 and train pipe passage 21 in the valve casing. The annular passage 108 is surrounded by seat 109 with which cooperates valve 110 which is normally held to said seat by means of spring 111. The valve 110 is'slidable on graduating stem 105 and is operatively connected thereto by pin 112 extending through the valve and through a longitudinal slot 113 in the graduating stem. Another pin 114 also extends through said slot in the stem and is secured to the inner end of the nut in cap or head 3 and limits the inward movement, of the graduating stem. The slot and pin connection 112 and 113 permits the valve 110 to slide on the graduating stem, and the graduating stem also is enabled to move outwardly a limited distance without disturbing valve 110, but when moved outwardly under emergency movement ot'the main. piston the inner end of the slot 113 contacts with the pin 112 and unseats valve 110, thereby opening commutit nication from the train pipe chamber 12 to the passage 21 leading to port 20 in the valve seat.

The main valve has seven positions, as follows 1. Full and quick release and running position, shown in Figs. 1, 3 and 0. In this position the main piston is at its extreme forward or inward stroke and uncovers feed groove 10 to permit train pipe pressure to flow to the auxiliary reservoir and charge the same. The hole 72 through valve 17 as well as the cavity 71 extending inwardly from the side of slide valve 17 registers with supplementary reservoir port 32 so that the supplementary reservoir is charged along with the auxiliary reservoir. Emergency brake cylinder port 30 is connected by cavity 67 in valve 17 with release port at, and the companion release port 56 is connected by cavity '78 in slide valve 10 with the exhaust port 18 so that the emergency brake cylinder is exhausted to the atmosphere. Extension 79 of cavity '78 also overlaps application chamber port 87 so that pressure from the application chamber is exhausted. This results in exhaustion of the pressure from chamber 83 on the outer face of supplementary piston 8- and consequently said piston is forced outwardly by service brake cylin der pressure acting against its inner face and draws slide valve 87 to the position shown in Fig. 13, wherein the cavity 103 connects the brake cylinder port 102 with exhaust port 100. Consequently, the service brake cylinder is released to the atmosphere through the supplementary valve mechanism. Immediately upon release of service brake cylinder pressure spring 90 moves the supplementary valve inwardly to the position shown in Figs. 4 and 14, in which all ports in the valve seat 88 are lapped. In addition, cavity 68 in slide valve 17 connects supplementary reservoir port 32 with train pipe port whence supplementary reservoir pressure can flow through passage 23 to passage 21. and thence past check valve 110, unseating the latter against the thrust of its spring 111, and therefore escape to the train pipe in order to create an increased pressure in the train pipe at the car and produce a series of waves in the train pipe from car to car and secure a much quicker release action serially throughout the train than would be the case if all the pressure to release the brakes had to come through the engineers brake valve. In this position also the cavity 7 5 in slide valve 16 connects train pipe port 4. 1 with port 46, but as the companion port 4:8 is blanked no effect is produced. The supplementary valve mechanism remains in lap position during running position of the main valve mechanism in order to blank the connection from the service brake cylinder to the exhaust. The spring 111 is of sufficient strength'to prevent valve 110 from opening.

under initial train pipe pressure to. secure service applications, until valve-l7 has moved sufficiently to break the connection be tween train'pipe port 22 and supplementary reservoir port 32. i

Quick service or serial venting position,

shown in Fig. 7. This position is. assumed upon the first movement oi the main piston upon slight reduction of train pipe pressure andresuks in moving the slide valve 17 from the position shown in Fig. 6 to that shown in Fig. 7 but without moving slide valve 16,

7 due to ti o lost motion connection between the valve 16 still connects train pipe port ll with port 46, train pipe pressure flows from port 44: to service brake cylinder port 49. T he result is that the train pipe is momentarily vented to the brake cylinder, which is at atmospheric pressure, thereby producing a drop in pressure in the train pipe at the car and securing a quicker serial action of the brakes throughout the train than would be possible if all the air had to How forwardly and out at the 'engineers brake valve. The air passing to the service brake cylinder produces a light setting of the brakes. The feed groove 1.0 and the sup- 'ilementary reservoir port 32 are closed, thereby trapping the air in the supplemen tary reservoir. The spring may be dispeiised with, in which event the supplementary valve remains in the position shown in F 13 when running. This would per init the air vented from the train pipe in the quick service position to find its way not only to the service brake cylinder but also to the atmosphere. The valve remains in I this position for a brief time, due to the fact that the first movementof the piston 5 moves only the slide valve 17 but as soon as the lost motion between the piston stem 6 and the slide valve 16 is taken up, the added frictional resistance encountered momentarily checks the movement of the piston, thereby providing an appreciable time of venting the train pipe into the brake 'iylinder. The reduction of train pipe pressure caused thereby-procluces a suilicient unbalancing of pressures on the opposite sides of the main pisten to overcome the iriction of both slide valves, and the valve mechanism almost immediately moves over to the next position, now to be described.

Full service position, shown in Fig. 8. in this position, the cavity 80 in valve 16 connects application chamber port 37 with the port 59, while the cavity 71 valve 11 the emergency cylin 17 has uncovered port 57, thereby-permits, ing auxiliary --reservo1r, pressure to flow through port 57, passage 58, port 59,- and cavity 80 to port 3'? and thenceltothe application chamberel, and alsotojthe chamber 83 on the outer face of supplementary piston 8i, therebydriving said pistoninwardly and bringinggvalve 87, to the position shown in F 1g. 15, Slightly.llilCQVQl'lHg port 102 and permitting supplementaryreservoir,

pressure, which is always aetingab'ove slide valve 87, tol'iowvthrough passages 96 and 5'? to the servicebrake cylinder. Consequently,

the brakes are set with a service a'pplicr'ition p from the supplementary reservoir. As soon as the brakecylinder pressurereaches the pressure in piston chamber when the pressure of application chamber ll, the pi ton S-l is movedbackoroutwardly, inovin.

the valve 87 to lapkposition, shownin-Fig. -Th s outward 1iand covering port 10.2.

movement of the supplementary valve does 7 not occur until the brake cylinder pressure equals that in the application chambergno matter what the piston travel of the brake cylinder. Should the brake cylinder pressure drop from any cause, such as leakagethe piston 84v again moves inwardly, again establishing connection between the auxiliary reservoir and the brake cylinder. The pres sure in the brake cylinder is, therefore, al ways equal to the pressure in thel'application chamber 41-1, and entirely irrespective of travel of the brake cylinder piston and of leakage, so that the valve serves to produce and maintain a uniform pressure at all times equal to the, pressure in the application chamber. All other ports in the main valve seat are lapped. j w

Service lap position, shown in r '9.

This )osition is assumedon a sli ht-re'coil 7 such as occurs immediately after a service application, due to a-momentary excess of pressure on the train pipeside of th'emain I piston. The slide valve 16' has remained-stationary, but the slide valve llfhas mo -ied sufliciently to cover port 57, thereby cutting oil further flow of air from theauxiliary reservoir to'the application chamberg rill further increase in braking pressure be de V sired, the engineer willfurther reduce train pipe pressure and again move the valves to full service position, thereby permitting,

more air to flow from the auxiliary reservoir to the application chamber, and the supplej mentary valve device will at once increase the brake cylinder pressure until it is equal to that in the application chamber. Consequently, the engineer sjable to graduate on his brakes up to the point of full equalization of the auxiliary reservoir and applica tion chamber. y

5. High pressure application position, shown in Fig. 10. This position is assumed after a full service application of the brakes, that is, equalization of auxiliary reservoir and application chamber, and incases where the engineer desires a higher braking pressure. In moving to full service position the end of the main piston stem abuts against the graduating stem 105, and then stops, due to the resistance, ofgraduating spring 106, but when the higher braking pressure is desired the engineer still further reduces train pipe pressure, causing the piston 5 to move still farther outwardly and compress spring 106 until the lost motion in the connection between the graduating stem and the valve 110 is taken up, when the added resistance of spring 111 is encountered and this causes the valve mechanism to stop in the position shown in Fig. 10. In this position, cavity 68 in slide valve 17 connectssupplementary reservoir port 32 with emergency brake cylinder port 30, thereby permitting the air from the supplementary reservoir to flow to the emergency brake cylinder and increase the braking power by the added power oi": the second cylinder. To prevent overcharging the emergency brake cylinder when the valve is in this position, the hole 72 in slide valve 17 registers with ported, and since companion port 56 is connected to the exhaust port. 18 through the cavity 78 in the slide valve 16, this results in exhausting aux iliary reservoir pressure slowly to the atmosphere, and as soon as the pressure on the auxiliary reservoir side of the main piston drops slightly below train pipe pressure, the main valve mechanism moves back to the position next to be described, breaking the connection between the supplementary reservoir port 32 and emergency brake cylinder port 30. This connection from the supplementary reservoir to the emergency brake cylinder may be established as frequently as necessary by successive reductions of train pipe pressure until the supplementary reservoir has equalized with the emergency brake cylinder.

6. High pressure lap position, shown in Fig. 11. This position is assumed by the lapping back of the main valve due to the leaking off of auxiliary reservoir'pressure through hole 72 to exhaust port 18 as above described, said valve mechanism being lapped back by the expansion of graduating spring 106. The effect is as above described to break the connection between tlie supple: mentary. reservoir and the emergency brake cylinder. It will be readily gathered from the last two positions of the valve that after a full service application, that is, after equalization has been established between the auxiliary reservoir and the application chamber, additional pressure can be graduated into the emergency brake cylinder at the will of the engineer, up to the maximum capacity, which is reached upon equalization of the supplementary reservoir with the emergency brake cylinder. It will also be evident that this high pressure application is established without in any way destroying or reducing the sensitiveness of the valve as to release, or in any manner disturbing the "braking eiiect of the other triple valves in the train. The brake rigging can be so adjusted that the ordinary full service application of the brakes provides sullicient power to hold the car when empty, and by establishing the high pressure application above described, power can be had as desired to hold the car when loaded, and even on steep grades, so that the use of hand brakes in coming down steep grades can be entirely dispensed with.

7. Emergency position, shown in Fig. 12. This position is assumed upon a large reduction in train pipe pressure, which causes the main piston 5 to compress both springs 106 and 111 and move fully outwardly, thereby dragging out both slide valves. The cavity 7 6 of the valve 16 connects train pipe port 20to emergency brake cylinder port 25, and as the full movement of the piston 5 outwardly has unseated valve 110, train pipe pressure is permitted to flow through passage 21, port 20 and thence to port 25 and passages 25 and 27 to the emergency brake cylinder. This not only supplies the emergency brake cylinder with pressure but also reduces the train pipe pressure at the car and secures the desired quick serial action of the brakes throughout the train. As soon as the pressure in the emergency brake cylinder equals train pipe pressure, the check valve 28 closes. The end cavity 66 in this position registers with the application chamber port 37, allowing auxiliary reservoir pressure to flow to the application chamber and behind the supplementary piston Sat, thereby moving the supplementary slide valve 87 and permitting supplementary reservoir pressure to also iiow to the service brake cylinder. Consequently, both the service and emergency brake cylinders are supplied with air. It the hole 7 3 through valve 17 is provided, this in emergency position registers with supplementary reservoir port 82, thereby permitting auxiliary and supplementary reservoir pressures to equalize and results in a full equalization of pressures in the two brake cylinders. In case the hole 73 is not provided, the supplementary valve mechanism will, nevertheless, serve to maintain the brake cylinder pressure against leakage.

The emergency position of the valve can be secured either directly from full release position or from any of the other positions of the valve by merely reducing the train pipe pressure below the point of equalizer tion of the auxiliary reservoir pressure with brake cylinder pressure. p

The valve described preforms all of the usual functions of freight triple valves, and in addition provides. for a quick service application of the brakes, a quick release of the brakes, and for the high pressure application after full service application as above described. It is furthermore so arranged as to secure uniform pressurein the service brake cylinder irrespective of piston travel and to maintain such pressure against leakage, 'By this'valve, suhicient power can be secured inthe high pressure application position to hold loaded cars when going down steep grades so as to dispense with the use of hand brakes as is necessary with presenttypes of freight tripile valves. Whenthis improved triple valve.

is used in connection with my train pipe pressure maiiiten-ancevalve described and claimed in my application. filed June 24, 1912, Serial No. 705,566, it produces practically ideal conditions in freight service as there cannot be any variation in service application pressure Without the knowledge of the engineer, orindeed Without having been pu posely brought about by him. i

' What I claim is V 1. Triple valve mechanism comprising a casing having connections for a train pipe, a service brake cylinder, an extra brake cylinder, a reservoir on a car, and a source of pressure, a movable abutment in said casing actuated by variations in train pipe pressure, and valve means directly actuated by said movable abutment and arranged upon reduction in train pipe pressure after equalization of the service brake cylinder With thereservoir on a car to establish connection between the'source of pressure and the extra brake cylinder.

2. Triple valve mechanism comprising a casing having connections for a train pipe, a pair of brake cylinders, a reservoir on a car, and a source of pressure, a movable abutment in said casing operating under variations in train pipe pressure, and valve mechanism actuated by said movable abut ment and arranged upon service reduction of train pipe pressure to cause the source. of pressure to be connected with one of the brake cylinders and upon reduction of train pipe pressure after full service application to connect the source of other brake cylinder.

3. Triple valve mechanism comprising a casing having connections for a train pipe, a pair of brake cylinders, a reservoir on a car, and a source of pressure, a movable abutment in said casingoperative by variations in train pipe pressure, and Valve pressure to the s esta? ineansactuated by said' movabl'e abutment and arranged 'upon"ser-vice reduction-of train pipe pressure-to connect the reservoir With a supplementary valve means and upon reduction *of train supplementary valve means arranged upon the admission of pressure thereto to connect the source of pressure to the other bral-t cylinder and to maintain brake cylinder'pressure against leakage.

4:. 'lriple valvefmechanism comprising casing having connections fora train pipe,

pair of brake cylinders, and'a source of pressure, a movable abutment in said casing operating by 'VEII'lrlClOIlS in train pipe "pressure, and valve means actuated by said movable abutment and arranged upon se'rv c'e reduction in train piperpressure to cause admission of pressure'to one of thefbrake cylinders and upon further reduction in train pipe pressure after'full service applicationto admit pressure to the other cylinder. V p

5. Triplevalve mechanis'm comprisin'g a casing havingconnections for a train pipe,

a pair of brake. cylinders, and a source .of

pressure, a movable abutment iir'said casing I operating by variations in train pipe pres.

sure, and valve means actuated by 'said-inov able abutment and arranged ,upon service reduction of train pipe. pressure to cause admission of pressure to one of the brake cylinders and upon further "eduction of train pipe pressure after full service application to adiiiitjpressure' to the other br. he

v pipe pressure after full; service application to connectthe source of V pressure to one of the brake cylinders and cylinder, and a supplementary valve device actuated by the primary valve device-and arranged to maintain brake cylinder pressure against leakage.

6 In afluid pressure brake, the'combina tion of a train pipe, 21 pair of b ake cylinders, an auxiliary reservoir,asupplementary reser oir, and means operative by variations in train pipe pressure and arranged ugon ice reduction in train pipe'pressure to estab lish communication betvveen the auxiliary reservoir and a supplementary valve device and upon furtherfreductionQof train pipe pressure after full service-application to establish communication" betvveen'tlie sup plementary reservoir and one of the brake cylinders, and a supplementary valve device actuated from said means and arranged to connect the supplementary reservoir to the other brake cylinder and maintain brake cylinder pressure against leakage.

8. In a fluid pressure brake, the combination of a train pipe, braking mechanism, a reservoir on a car, a main valve mechanism operative by variations in train pipe pressure, a supplementary valve mechanism operative from said main valve mechanism, and ports and passages so arranged that upon service reduction of train pipe pressure the supplementary valve mechanism opens communication from the reservoir to the braking mechanism, and upon reduction of train pipe pressure after full service application said main valve mechanism establishes communication between the reservoir and the braking mechanism.

9. In a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, a reservoir, a main valve mechanism operative by variations in train pipe pressure, a supplementary valve mechanism 0perated by pressure admitted thereto by the main valve mechanism, and ports and passages so arranged that upon service reduction of train pipe pressure the supplementary valve mechanism opens communication from the reservoir to one of said brake cylinders and upon reduction of train pipe pressure after full service application the main valve mechanism establishes communication between the reservoir and the other brake cylinder.

10. In a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, a reservoir, a main valve mechanism operative by variations in train pipe pressure, a supplementary valve mechanism operated by pressure admitted thereto by the main valve mechanism, and ports and passages soarranged that upon service reduction of train pipe pressure the supplementary valve mechanism opens communication from the reservoir to one of said brake cylinders, and upon the reduction of train pipe pressure after full service application the main valve mechanism establishes communication between the reservoir and the other brake cylinder, said supplementary valve mechanism being arranged to maintain said brake cylinder pressure against lea rage.

11. In a fluid pressure brake, the combination of a train pipe, brake cylinder, a reservoir capacity on a car, a pressure chamber, means arranged upon reduction of train pipe pressure to establish communication between said reservoir capacity and said pres sure chamber and upon increase of train pipe pressure to establish communication between said reservoir capacity and the train pipe, a check valve in said last named connection opening toward the train pipe, and means actuated by pressure in said pressure chamber for establishing communication between said reservoir capacity and the brake cylinder.

12. In a fluid pressure brake, the combination of a train pipe, brake cylinder, auxiliary reservoir, supplementary reservoir, a

pressure chamber, means actuated upon reduction of train pipe pressure to establish communication between the auxiliary reservoid and said pressure chamber and upon increase in train pipe pressure to establish communication between said supplementary reservoir and the train pipe, and means actuated by pressure in said pressure chamber and arranged to establish communication between the supplementary reservoir and the brake cylinder.

13. In a fluid pressure brake, the combination 01 a train pipe, braking mechanism, a source oi pressure, a pressure chamber, means actuated by reduction in train pipe pressure and arranged to establish communication between the source of pressure and said pressure chamber, a valve mechanism actuated by pressure in said pressure chamher and arranged to establish communication between the source of pressure and the braking mechanism, said means being arranged upon further reduction in train pipe pressure after full service application to establish communication between the source of pressure and the braking mechanism.

II. In a fluid pressure brake, the combination 01 a train pipe, braking mechanism, a source of pressure, a pressure chamber, means actuated by reduction in train pipe pressure and arranged to establish commu nication between the source of pressure and said pressure chamber, a valve mechanism actuated by pressure in said chamber and arranged to establish communication between the source of pressure and the braking mechanism, said means being arranged upon further reduction in train pipe pressure after full service application to establish communication between the source of pressure and the braking mechanism, and said valve mechanism being arranged to maintain the brake pressure against leakage.

15. In a fluid pressure brake, the combination of a train pipe, braking mechanism, a reservoir capacity on a car, a pressure chamber, a primary valve mechanism actuated by variations in train pipe pressure and arranged upon service reductions. in train pipe pressure to establish communication between said reservoir capacity and said pressure chamber and upon reduction in train pipe pressure after full service application to establish conununication between source of pressure and the braking mechanism, and a supplementary valve mechathe braking mechanism pressur nism actuated by pressure in saidpressure chamber and arranged to establish communication between said reservoir capacity and the braking mechanism.

.lin a fluid pressure brake, the combination of a train pipe, braking mechanism, reservoir caused n a ca a pressure cl1amher, a pri vry *5 *e mechanism actuated by variations in train pipe pressure and arranged upon service reductions in train pipe pres e to esta li h couniimnication between said reservoir capacity and said pressure chamber and upon reduction in train pipe pressure after full service application to establish communication between a source of pressure and the braking mechanism, and a supplementary valve mechanism actuated by pressure in said pressure chamber and arranged to establish communication between said reservoir capacity and the braking mechanism and also arranged to maintain the braking mechanism pressure against leakage.

17. In a fluid pres ure brake, the combination of a train pipe, braking mechanisn an auxiliary reservoir, a supplementary reservoir, a pres-sine chamber, a primary valve mechanism actuated by variations in train pipe pressure and arranged upon service reduction in train pipe pressure to establish communication between the auxiliary reser voir and said pressure chamber and upon reduction in train pipe pressure after full service application to establish communication between the supplementary reservoir and the braking mechanism, and a supplementary valve mechanism actuated by pressure in said pressure chamber and arranged to establish communication between the supplementary reservoir and the braking mechanism.

18. In a fluid pressure brake, the combination of a train pipe, braking mechanism, an auXiliar reservoir, a supplementary reservoir, a pressure chamber, a primary valve mechanism actuated by variations in train pipe pressure and arranged upon service reduction in train pipe pressure to establish communication between the mirziliary reservoir and said pressure chamber and upon reduction in train pipe pressure after full service application to establish communication between the supplementary reservoir and the braking mechanism, and a supplementary valve mechanism actuated by pressure in said pressure chamber and arranged to establish communication between the supplementary reservoir and the braking mechanism and also arranged to maintain against leakage.

19. In a fluid pressure brake, the combination oi a train pipe, :1 pair of brake cylinders, reservoir capacity on a car, a pressure chamber, a primary valve mechanism operatedby variations .in train pipe pressure and arranged upon service reductions in train pipe pressure to establish communication between said r servoir capacity and said pressure chamber and upon reduction in train pipe presure after full service ap plication to estr 'sh conununication between said reservoir capac' T andone of the brake cylinders, auua l'ementary valve mechanism actuated by aressure in said pres ure chamber and arranged to'establish cc;ninunication between said reservoir capacity and the other of said brake cylinders.

In a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders, reservoir capacity on a car, a pressure chamber, a primai valve mechanism operated by variations in train pipe pressure and arranged upon service reductions in train pipe pressure to establish communication between said reservoir capacity and said pressure cl amber and upon reduction in train pipe pressure after "full service application to establish communication between said reservoir capacity and one of the brake cylinders, and a supplementary valve mechanism actuated by pressure in said pressure chamber and arranged to establish communication between said reservoir capacity and the other of said brake cylinders and also arranged to maintain the brake cylinder pressure against leakage.

21. In a fluid pressure brake, the combination of a train pipe,a brake cylinder, a reservoir on a car, valve mechanism actuated by variations in train pipe pressure and arranged upon service reductions in train pipe pressure to actuate a supplementary valve device, and a supplementary valve device actuated from the main valve device and arranged to establish communication between the reservoir and the brake cylinder, said main valve mechanism being arranged upon increase oi train pipe pressure to establish communication between said reservoir and the train pipe.

in a fluid pressure brake, the combination of a train pipe, braking mechanism, a reservoir on a car, valve mechanism actuated by variations in train pipe pressureand nation of a train pipe, braking mechanism, reservoir capacity on. a car, apressure chamber, valve mechanism operative by variations in train pipe pressure and arranged upon service reduction oftrain pipe pressure to. establish communication between said; reservoir capacity and said pressure chamber, upon decrease of train pipe pressure below full service application to establish' communication between said reservoir capacity and the braking mechanism, and upon increase oftrain pipe pressure to es? tablish communication between the reservoir capacity andthe train pipe, andsupplementary valve mechanism actuated. by pressure in said pressure chamber for establishing communication between. said" reservoir capacity and the braking mechanism.

2%. Ina fluid pressure brake, the combination of a train .pipe, braking mechanism, reservoircapacity on acar, apressurechamber,. valve mechanism operative by varia. tions in train pipe pressure andarranged upon service reduction of train pipe pressure to establish communication between said reservoir capacity and said pressure chamber, upon decrease of train pipe pressure below full serviceapplication-to establish; communication between said reservoir capacity and the braking mechanism and uponincrease of train pipepressure to establish communication between the reservoir capacity and the train pipe, and supplementary valve mechanism actuated by pressure in said pressure chamber for establishing communication between said, reservoir capacity and the braking mechanism and maintaining said brake .cylinder pressure against leakage.

In a fluid pressure brake, the combination of a train pipe, a pair of brakecylinders, a reservoir capacity on a car,'a pressure chamber, valve mechanism operative by variations initra-in pipe pressure and ar ranged onservice application reductions of train pipe pressure to establish communication between said reservoir capacity and said pressure chamber, upon reduction. of train pipe pressure below full service application to establish communicationbetween said reservoir capacity and one of thebrake cylinders and upon increase of train pipe pressure to establish communication between said reservoir capacity andthe train pipe, and supplementary. valve mechanism actuated by pressure in said pressure chame ber. for establishing communication between said reservoir capacity and the other brake cylinder.

.26. In. a fluid pressure brake, the combination of a train pipe, a pair of brake cylinders,,a reservoir, capacity onacar, a pressure chamber, valve mechanism operative by. variations in train pipe pressure and arranged on service application reductions of train pipe pressure to establish communication between said reservoir capacity and said'pressure chamber, upon reduction of train pipe pressure below full service. application to establish communication between said reservoir capacity and one of the brake cylinders and upon increase of train pipe pressure to establish communication between said reservoir capacity and the train pipe, and supplementary valve mechanism actu ated by pressure in said pressure chamber for establishing communication between said reservoir capacity and the other brake cylinder and so arranged as to maintain said brake cylinder pressure against leakage.

27. Ina fluid pressure brake, the combination of .a train pipe, braking mechanism, a reservoir capacity on a car, a pressure chamber, valve mechanism operative upon variations in train pipe pressure and arranged on. service reduction in train: pipe pressure to connect said reservoir capacity to said pressure chamber, upon decrease in train pipe pressure below full service application to connect said reservoir ca acity to the braking mechanism and upon increase in train pipe pressure to connect said reservoir capacity to the train pipe, and a supplementary valve mechanism actuated by pressure in said pressure chamber and arranged upon admission of pressure thereto to connect said reservoir capacity to the braking mechanism and upon exhaustion of pressure therefrom to connect the braking mechanism to the atmosphere.

28. In a fluid pressure-brake, the combination of a train pipe, a brake cylinder, a reservoir capacityon a car, a pressure chamber, valve mechanism operative by variations in train pipe pressure and arranged upon service reduction in train pipe pres sure to connect said reservoir capacity to the pressure chamber, and upon increase of trainpipe pressure to connect said pressure chamber to the atmosphere and upon decrease in train pipe pressure below full service application to connect said reservoir capacity to the brake cylinder, and a supple mentary. valve mechanism actuated by pressure in said pressure chamber and arranged upon admission of pressure thereto to connect the reservoir capacityto abrake cylinder .and upon the exhaustion of pressure therefrom to connect the brake cylinder to the atmosphere.

29. In a fluid pressure brake, the combination of a train pipe,.brake cylinders, a reservoir capacity on a car, a pressure chamber, valve mechanism operative by variations in train pipe pressure .and arranged upon brake releasing increase. in train; pipe pressure to connect said pressure .chamberto the atmosphere and connect the reservoir capacity to v the train pipe, anda supplementaryv valve device actuated by pressurejn said pressure chamber and arranged upon admission of pressure thereto to connect said reservoir capacity to a brake cylinder and upon the release of pressure therefrom to connect the brake cylinder to the atmosphere.

30. In a fluid pressure brake, the combination of a train pipe, brake cylinders, a reservoir capacity on a car, a pressure chamber, valve mechanism operative by variations in train pipe pressure and arranged upon service reduction in train pipe pressure to connect said reservoir capacity to said pressure chamber, upon reduction in train pipe pressure below full service application to connect said reservoir capacity to a brake cylinder and upon increase in train pipe pressure to connect said pressure chamher to the atmosphere and connect said reservoir capacity to the train pipe, and a supplementary valve device actuated by pressure in said pressure chamber and arranged upon admission of pressure thereto to connect said reservoir to a brake cylinder and upon the release of pressure therefrom to connect the brake cylinder to the atmosphere.

31. A triple valve having connections to the atmosphere, train pipe, brake cylinder, and a reservoir capacity on a car, ports and valve mechanism arranged on service reduction of train pipe pressure to establish communication from the reservoir capacity to a supplementary valve device, upon reduction of train pipe pressure below service'reduction to connect the reservoir capacity with a brake cylinder, and upon increase in train I pipe pressure to connect said supplementary valve device to the atmosphere, and a supplementary valve device operative by the pressure in the brake cylinder and the pressure admitted thereto by the main valve device and arranged when the main valve device is in service position to admit fluid pressure to a brake cylinder, when the main valve device is in service lap position to maintain the brake cylinder pressure against leakage and when the valve is in release position to connect the brake cylinder to the atmosphere.

32. A triple valve having connections to the atmosphere, train pipe, brake cylinders, reservoir capacity on a car, ports and valve mechanism arranged on service reduction of train pipe pressure to admit air from the reservoir capacity to a supplementary valve device, and upon decrease in train pipe pres sure below service application to admit air from the reservoir capacity to a brake cylinder and upon increase in train pipe pressure to connect said supplementary valve device to the atmosphere, and a supplementary valve device arranged. when the main valve device is in service position to admit fluid pressure to a brake cylinder and when the main valve is in release position to'con'ne'ct the brake cylinder to the atmosphere.

33. A triple valve having connections to the atmosphere, train pipe, brake cylinders, a reservoir capacity on a car, ports and valve mechanism arranged on service reduction of train pipe pressure to establish communication between the reservoir capacity and a supplementary valve device, upon further reduction in train pipe pressure to establish communication between the reservoir capacity and a brake cylinder, and upon increase in train pipe pressure to connect said supplementary valve device to the atmosphere and connectthe reservoir capacity 'to the train pipe, and a supplementary valve device operating between brake cylinder pressure and pressure admitted thereto by the main valve device and arranged when the valve is in service position to admit air from a source of fluid pressure to the brake cylinder, when the'valve is in service lap position to maintain the brake cylinder pressure against leakage and when the main valve is in release position to connect the brake cylinder to the atmosphere.

34. In a triple valve, the combination of a piston operating by variations in train pipe pressure, a spring-held graduating stem'arranged to be contacted by said piston, a valve carried by said graduating stem and controlling communication between the train pipe and the brake cylinder, said valve having a limited movement on said stem whereby it may open without movement of said stem, and a spring normally holding said valve to its seat) V 35. In a triple valve, the combination of a piston operating under. reduction of train pipe pressure, a spring-held graduating stem arranged to becontacted by said piston, a valve slidable 011 said stem and controlling communication between the train. pipe and brake cylinder, and a spring normally holding said valve to its seat, said valve and stem being joined by a slot and pin connection so arranged that the valve may move to open position without movement of the stem. I

36. In a triple valve, the combination of a piston operating by variations in train pipe pressure, a spring-held graduating stem ar-' ranged to be contacted by said piston, a valve slidable on said graduating stem and controlling communication between the train pipe and the brake cylinder, said valve having a limited movement on said stem whereby it may open without movement of said stem and said stem having a limited outward movement without opening said valve, and a spring normally holding said valve to "its seat.

37. In a triple valve, the combination of a piston operating by variations in train pipe pressure, a spring-held graduating stem ar ranged to' be contacted by said piston, a valve slidahle on said stem and controlling comoutward movement Without unseating the munication between the train pipe and brake valve. 10 cylinder, and a spring normally holding said In testimony whereof, I have hereunto set valve to its seat, said valve and stem being my hand.

joined by a slot and pin connection With JACOB RUSH SNYDER. the slot of such length that the valve may Witnesses:

move to open position Without movement of WILLIAM B. VVHARTON,

the stem and the stem may have a limited WM. P. LARKIN.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

